Watercraft



Aprifi 4, 1939.

E. B WILFORD WATERCRAFT Filed Aug. 17, 1936 5 Sheets-Sheet 1 INVENTOR. lwwf fimm w;

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ATTORNEY.

mJUdHJsi B Aprifl 4, 1939. E. B WlLFORD WATERCRAFT 5 Sheets-Sheet 2 Filed Aug 17, 1936 ATTORNEY.

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April 4, 1939.

E. is. WaLFoRD WATERCRAFT Filed Aug. 17. 1956 5 Sheets-Sheet 3 uam w;

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ATTORNEY.

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Patented Apn. 4, i939 UNITED STA uuui bin s WATERCRAFT Edward Burke Wilford, Merlon, Pa.

Application August 17, 1936, Serial No. 96.344

12 Claims.

This invention relates to a watercraft and more particularly to a craft having a rotor thereon supported and secured externally of the hull.

It is an object of my invention to provide a watercraft wherein stabilization is effected by a rotating rotor supported externally of the hull in such manner that the stabilizing forces available from the rotor are distributed over a substantial area of the hull and to spaced points, avoiding the imposition of severe localized stresses. It is a further object of my invention to provide means whereby wind energy is effectively utilized for the propulsion of a watercraft by means of a rotor, and to provide means whereby the craft embodying such rotor adequately supports the same without interference. It is a further object of my invention to provide in a wind propelled craft a rotor capable of auto-rotation so supported that its plane of rotation may be changed with respect to the craft in accordance with the desires of the operator and without interference with the supporting structure. Additionally, my invention contemplates a craft so coordinated that the operators and passengers are protected from the rotating rotor irrespective of the angle to which the plane of rotation of the rotor is addusted with respect to the craft.

These and other objects and the advantages incident to my invention will become more apparent from the following description and drawlogs illustrating the present preferred embodiment of my invention in which,

Figure I is a side elevation of a boat embodying my invention;

Figure H is a front elevation of the craft shown in Figure I;

Figure m is a top plan view or the craft shown in Figures I and H;

m Figure IV is a plan view of a preferred rotor ade;

Figure V is an end elevation of the blade shown in Figure W;

Figure V1 is a simple kinematic diagram of the motions and forces involved in the phenomenon of auto-rotation;

Figure VII is a front elevation of a craft similar to that shown in Figure I but embodying a different rotor;

Figure VIII is a sectional side view of a rotor hub, support therefor. and. belated control mechanism:

Figure m is a baclr. view of a portion of the assembly shown in Figure and Figures and die control mechanisms.

(Cl. ILL-39) Referring first to Figures I and II, there is shown a watercraft having a body 2, a mast 3, supported thereby, a rotor 4 comprising a plurality of blades 5 and 6 adapted for auto-rotation about an axis generally indicated at 'l-l, fixed 5 to the mast 3, and a handle 8 for turning the mast 3 about its longtudinal axis to select a desired angle for the plane of rotation of the rotor :l with respect to the body 2. A rudder 9 is provided to steer the craft. A lateral plane ill inhibits leeway when the wind driving the craft is not directly astern.

Figure 111 illustrates a top plan view of the craft shown in Figure I. It will be noted that a suitably notched sector ll retains the handle 8 in any selected position. I

Stays I2 attached to a coupling member l3 hold the mast 3 against lateral displacement and resist the thrust of the rotor 4. The mast 3, resting upon a pin bearing M shown enlarged in Figure VII, is freely rotatable within the coupling member l3. Thus the stays i2 are eflective at any angle of the plane of rotation oi'the rotor 3 with respect to the body 2, but do not limit the angle to which such plane may be selected within the efiective limits of the rotor for forward propulsion of the craft.

It will be noted that the rotor is tilted with tion, an unobstructed space immediately below the rotor ants l, unoccupied by the rotor at any position of rotation irrespective of the angle of its plane of rotation with respect to the body 3 of the craft. This space free of the rotor would be generally conical if the mast 3 were rotatable through a complete circle. I prefer to limit the movement of the mast l by means of stops it adjacent the ends of the sector it whereby the mast is rotatable only through an angle of about to degrees with the center of the dial:- swept by the rotor always forward of the mast 3; I thus provide adequate space for the operator in a craft where the axis of the rotor is preferably relatively low, such as in a small boat, for the disk swept by the rotor does not intersect any space below the axis of the rotor, behind the and inside the stays 12. This, in a small wind propelled boat, provides means of propulsion more efllcient than a conventional call and at the some time trees the cockpit of all hula of twin :ibooms, sprite and the like encountercdwlth conarcades along the surface of a echo, the apex of which lies in the axis of rotation of the rotor. This construction provides, as the construction hereinbefore illustrated and described provides, that the rotor blades follow a path disposed at an acute angle to the vertical, providing adequate clearance for stays for the mast and supporting structure, and clearance for operators and passengers about the mast in the region of the hull.

Thestabilizlng eflect available from the rotating rotor is useful in keeping the craft steady, but such stabilizing forces as are required in large craft are of considerable magnitude. The construction described is, therefore, desirable inasmuch as the stabilizing forces are distributed to the hull through the stays, to spaced points on the hull. Accordingly, opportunity is afforded for the employment of rotating masses adequate to stabilize large craft, coupled with opportunity for distributing such forces conveniently in old or new construction and without the necessity of resorting to special internal construction in the hull. For purposes of stabilization, it is imma terial whether the rotor be wind driven or power driven, although for commercial use, a rotor capable of auto-rotation offers the advantage of greater economy both from the standpoint of power supplied to rotate the stabilizing mass and from the standpoint of power contributed to the propulsion of the craft at times when the wind is favorable.

The advantages-of rotating the mast are very material in the application of auto-rotating rotors to sailing craft. The windage ofiered by the mast is less than that ofiered by cage supports and since the strength of the mast must be sumcient to resist all torque incidental to the maneuvering of the craft, the weight aloft is least when the mast itself is efiective for presenting the plane of rotation of the rotor at various angles with respect to the craft without the added weight of extraneous means. In large craft where adequate ballast is available, other means may be practicable, but in small craft the use of a rotatable mast offers advantages which are extremely important from the standpoint of strength, simplicity, economy and stability.

When the size of the rotor is such that direct manual turning of the mast becomes undesirable, a device such as shown in Figure X may be employed, in which a sector it of a worm gear is fastened to the mast 3 and is engaged by a worm 3?; arranged to be turned by a cranlr tit having a handle til. This provides a slow and steady,

[1' but powerful, means for changing the angle be tween the rotor and the craft. its will be under stood, the worm 3i: is fastened to the craft by means not shown.

Figure XI illustrates an alternate means for turning the mast 3 in which a grooved wheel as is secured to the most 3 and is driven by a chain or cable 359 passing around an appropriately shaped wheel or drum id to which the cable or chain is secured. The drum or sproclret id mounted on the craft may be turned by a crank ti having a handle M. The cable or chain titl is secured to the wheel til at a point it.

The brake is preferably so proportioned that the rotor is under control at all times and capable of being arrested if required to preserve the safety of the craft.

I thus provide a coordinated structure whereby the use of a rotor capable of auto-rotation is practicably applicable to craft of all sizes. Various supporting bodies may be employed and the rotor 06d! Lil l is permissibiy dimensioned for the maximum re sults without sacrificing the stability, safety or maneuverability of the craft.

I further provide a stabilized craft in which passenger, cargo, or deck space is not sacrificed for making space available for a rotating stabilizing mass, and in which additional internal reenforcing and bracing is not required for distribution of the stabilizing stresses.

This application is a continuation in part of my copendlng application Serial No. 738,219, filed August 3, 1934.

While I have illustrated and described certain preferred embodiments of my invention, it will be understood that the invention may be otherwise embodied and macticed within the scope or the following claims.

I claim:

1. In a watercraft, a hull, a mast, stays fixed adjacent the head of the mast and to said hull holding the mast in a position vertical to said hull, and a rotor mounted on the top of the mast, the rotor being of such weight and proportions as to produce a gyroscopic effect sufficient to stabilize the craft.

2. In a watercraft for propulsion by a rotor capable of auto-rotation, a hull, a rotor. a mast supporting said rotor above said hull, means extending from the upper region of the mast to points on said hull spaced from the base of the mast, and a spindle afiixed to said mast at an angle to tilt the plane of rotation of said rotor outwardly from the base of the mast an amount sufficient that the rotor path is outside the securing means, whereby said securing means not only function as rigging but also as guards, the

mast being rotatable with respect to saidsecur- V ing means and hull.

3. In a watercraft for propulsion by a rotor capable of auto-rotation, a hull, a rotor, a mast supporting said rotor on said hull, rigging secured to the mast and bull, a spindle awed to said mast at an angle to tilt the plane of rotation of said rotor outwardly from the base of the (ill mast an amount suflicient that the rotor path w is outside the rigging, the mast being rotatable with respect to said rigging and hull, a brake eirective for arresting rotation of the rotor, and control means for the, brake disposed within the mast and within the means for attaching the rig- 1 ging to the mast, whereby the mast is freely rotatable without interference between the rotor,

blades each having a portion disposed at a 1 negative angle of incidence and a portion dia posed at a positive angle oi incidence, there being sufficient portion disposed at a negative angle of incidence that the rotor is seii startlng and at least a part of the portion disposed at a posi tive angle of incidence being readily removable for decreasing the size of the rotor.

6. In a wind propelled craft for propulsion by a rotor capable of auto-rotation, a rotor having" removable portions equivalent in. weight and st iectiveness in the region oi the tips of each oi said blades, which portions are readily removable to decrease the size 0! the rotor while preserving its symmetry, whereby the rotor is balanced with the removable portions removed or attached.

'7. A craft according to claim 6 in which the rotor includes means for attaching the removable tips to present a positive angle oi incidence with respect to the plane of rotation.

8. In a wind propelled craft for propulsion by a rotor capable of auto-rotation, a rotor with blades each having a portion disposed at a negative angle oi incidence with respect to the plane of rotation thereof and a portion disposed at a more positive angle of incidence, there being sumcient portion disposed at a negative angle of incidence that the rotor is self-starting.

9. A craft according to claim 2 including a vertical fin extending longitudinally thereof and eiiective for inhibiting side-slip and a rotor having at least three blades.

10. A craft according to claim 2 7 including means for adjustably securina the rotatable mast in desired positions whereby the rotor operates in one of a plurality of predetermined planes with respect to the hull.

it,isii,tiiti ii. In a wind propelled craft for propulsion by a rotor capable of auto-rotation, a. rotor having removable portions equivalent in weight and el fectiveness, which portions are removable to decrease the size of the rotor while preserving its symmetry, whereby the rotoris balanced with the removable portions removed or attached.

12. In a wind propelled craft, a. rotor capable of auto-rotation, moons supporting said rotor for rotation, controlling means for rotating the rotor support, limiting means for said controlling means, limiting the normal rotation oi the rotor support to not more than about the angle ineluded forwardly of a plane which is normal to the longitudinal axis oi. the craft and which includes the aids of the rotating support for the rotor, a hull supporting the structure aforesaid, the disposition and the proportioning oi the parts being such that in the region of the hull the path of the rotor nearest the hull at any position oi the rotor support is remote from a vertical line through the rotor support, whereby all possible paths of the rotor are clear of a substantial space in the region of the hull edict/cent the rotor support.

2!: min BURKE t'vninonn, 

